Underframe construction for railway cars



June 4, 1935. A. CAMPBELL 2,003,341

I UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed April 13. 1933 '10 Shets-Sheet 1 INVENT OR. ARGYLE CA NI ELL ATTORNEY.

June 4, 1935. A. CAMPBELL UNDERFRAME CDNSTRUCTION FOR RAILWAY CARS Filed April 1-5, 1933 10 Sheds-Sheet 2 R. a W m m i A Q w. w W/ .F

June 4, 1935.

A. CAMPBELL I UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed A ril 13. 1933 1o Sheets-Shet s,

CT I

55 F; INVENTOR. G 7 ARG 15 CQMPBELL' June 4, 1935.

A. CAMPBELL UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed p l 13, 1933 10 sheets-sheet 4 INVENTOR. ARGYLE CAMPBELL.

ATTQ EY.

June 4, 1935. A. CAMPBELL- UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed April 15, 1935 10 Sheets-Sheet 5 INVENTOR.

ARGYLE CAMPBELL June 4, 1935. A. CAMPBELL I 2,003,341

UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed April -15, 1953 10 sheets sheet 6 INVENTOR.

RGYLE CAMPBELL.

ATTORNEY.

June 4, .1935. A. CAMPBELL UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed April 13, 1955 lQ'Sheets-Sheet 7 INVENTOR. AR -n15 CAMP BE Ll BY a mom

J. Mgfi ATTORNEY.

10 Sheets-Sheet 8 A. CAMPBELL UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed April 1a, 1933 June 4, 1935.

INVENTOR. A RGYLE CA MPBE LL- ATTORNEY.

A. CAMPBELL 2903,41

UNDERFRAME CONSTRUCTION FOR RAILWAY CARS June 4, 1935.

Filed April 13, 1933 1Q Sheets-Sheet 9 I I I II\ II I I INVENTOR. F) 20 ARGYLE CAMPBELL;

ATTORNEY.

Patented June 4, 1935 UNITED STATES PATENT OFFICE UNDERFRAME CONSTRUCTION FOR .RAILWAY CARS Argyle Campbell, Chicago, 111., assignor to Enterprise Railway Equipment 'Company, Chicago, 11]., a corporation of Illinois My invention relates to improvements in un derframe construction for railway cars.

This invention has particular reference to the construction of railway car underframes and has for one of its objects the provision of animproved combination casting which will act as a foundation member for the centersillsand bolster sections and operate to provide a rigid connection for the parts, this application forming a continuation in part of my pending application Serial Number 601,123, filed March 25th, 1932.

Another object of my invention is to provide an improved foundation bolster casting constructedin such a manner as to minimize the. strains on riveted connections by providing more adequate and direct contact between the car parts and said casting, than has heretofore been possible with existing. structures.

Still another object of my invention is to provide a foundation casting in which the parts are so formed as to facilitate manufacture and reduce finishing operations on said castings to a minimum.

Still another object of my invention is to provide a foundation bolster casting having riveted connections so disposed as to facilitate assembly of the car-parts by disposing the rivet connections in locations which will be readily accessible to the riveter.

My invention also provides for a combined center plate and bufling casting member so con-. structed as to be braced in both horizontal and. vertical directions and also longitudinally and transversely of the car to adequately resist shocks due to buffing impact and vertical loadin on the center plate.

A still further object of my invention is to pro-' vide a foundation bolster casting which will completely fill the space intermediate the centersills and thereby prevent inward crushing-of the centersills due to the vertical strains imparted thereto by the bolster and to also'strengthen the casting above the center plate for preventing bending of the center plate and of the bolster bottom tie memberdue to strains brought about by the functioning of the latter as a compression element of the bolster.

'and' in the plane of and above the lower horizontal wall means of the box-shaped centersill.

phragms being broken away to better illustrate the construction; I

Fig. 2 is a top plan view of that part of the car illustrated in Fig. 1, said view illustrating thebolster top cover plate removed and certain parts .broken away to better illustrate the construc- 'sponding substantially to a line 44 of Fig. 2;

Fig. 5 is a transverse vertical sectional view on an enlarged scale taken on a'line corresponding substantially to a line 55 of Fig.2;

Fig. 6 is. a fractional vertical sectional -view on an enlarged scale taken on a-line corresponding substantially to a line'B--6 of Fig. 2;

'7 is a fractional vertical sectionalview taken on a line 'l--'| of Fig. 6;

Fig. 8 is a vertical. sectional view taken through a portion of thebqdy bolster and on a line corresponding substantially .to a line 8-8 of Fig. 6; 4

Fig. 9 is-a vertical transverse sectional view taken through the lowerportion oi. a car illustrating the application ofmy improved construction to, a car'havinga modified form of centersill construction wherein the centersill beam members have integral inner'and outer lower marginal flanges; 1

Fig. 10 is a vertical transverse sectional view taken on a'line Ill-l0 of Fig. 9;

Fig} 11 is a top plan" view of Fig. 9, certain parts being-broken away;

Fig. 12 is a bottomplan viewof that part of a car illustrated in Fig. 9; r I, Fig. 13 is a fractional vertical transverse sectional view on an enlarged1 scale of the center portion of my improvedYfoundation bolster as shown in Fig. ,9; except that the construction is modified to incorporatecentersills which-are of bui1t-up construction instead of integral beam members; 3

Fig. 14 is\a longitudinal vertical sectional view of the rearportion of the foundation bolster casting illustrated in Fig. 13, said view being taken on a line corresponding substantially to 5 a line i4i,4 of Fig. 13;

Fig. 15 is a sectional plan view corresponding substantially to a line |5i5 of Fig. 14;

Fig. 16 is avertical transverse sectional elevational' view showing my improvements applied to a car construction having a single web bolster of Fig. 16;

Fig." 20 is a fractional transverse vertical sectional view taken through the centersills and on a line. corresponding substantially to a line 20 20 of Fig. 19;

M Fig. 21 is a vertical transverse sectional view taken through the lower portion of a hopper car illustrating my improved construction in a modified form wherein the horizontal lower wall of the centersill is composed of a bottom tie plate which with my improved foundation bolster casting forms a composite tie construction across the plane of the centersills for the bolster bot tom tie member;

Fig. 22 is a vertical transverse sectional view on an enlarged scale taken on a line 22--22 of Fig. 21;

Fig. 23 is a vertical transverse sectional view,

on an enlarged scale taken on a line corresponding' substantially to a line 23-23 of Fig. .2

, Fig. 24 is a view of the bolster bottom tie plate employed in connection with my improved foundation bolster casting, said plate being shown in detached relation.

In saiddrawings the truck parts are generally indicated by the reference character A and the body portion of the car at B. The truck parts A are shown as including the wheels I 0- andshaped members are preferably formed of Z- shaped section with their respective upper flanges i9-l9 inwardly'directed toward each other and preferably united at their meeting edges along the longitudinal center of' the car by welding/as indicated at 20. The lower flanges 2| of each Z-member I! face horizontally outwardly of the centersill structure.

Spaced outwardly from said centersill structure are the car side walls 22-22, and extending transversely of the car on each side of the centersill between the center andside walls are the bolster, diaphragms .23 23 said bolster diabeing arranged in pairs on each-side ot-the centersill and spaced from each other lengthwise of the car anappreciable distance,

"Each diaphragm 23 is p referably of pane shaped formation with an upstandingweb sec-- tion 24 and a continuousmarginal outstanding the bearing surfaces of the walls 35-45. walls 31,39 and 45 in effect provide a rectangular box-shaped section 'which is disposed sub- 7 flange-presenting upper ,and lower flanges 25 and 26 respectively, also inner and outer vertical flanges 21 and 28; said inner and outer flanges being adapted to respectively overlie and connect with the centersill webs and side sills of the car. Extending transversely of the car from side to side thereof is the bolster top cover plate member 29 which is riveted to the upper flanges 25*25 of the respective diaphragms 23 thereby providing an upper tension member for the bolster construction.

The compression element .of the bolster includes my improved foundation bolster casting C which is preferably formed of cast steel and includes a flat body portion 30 which extends flatwise continuously across the centersills and beneath the bolster sections or diaphragms 23-23 on the respective sides of the centersills and is" united therewithrby a series of rivets 3|. The member C has formed integrally therewith a depressed center plate portion 32 which cooperates with the center plate section l5 of the truck bolster and which in ludes a cylindrically shaped section having a substantially vertical .wall 33.

versely united by a series of transversely extending .walls as indicated at 36, 31, 38, and 39, respectively. The wall 36 which is disposed at the 1 forward end of the foundation bolster member constitutes a rear draft rigging abutment wall for the draft rigging parts 40. The said wall 36 extends vertically for a distance corresponding approximately to the depth of the draft yoke Al. The lower portion of the wall 36 is spaced an appreciable distance above the flat wall portion 33 and each of the transverse walls 31 and 39 is preferably disposed in substantial alignment with the webs 24 of the bolster sections 23 and constitute diaphragms adapted to fill substantially the entire space between the centersills. Each of said walls 31 and 39 is provided with a horizontally extending upper wall 42 which underlies the upper wall of the centersill beams and is riveted @thereto by means of rivets 43 which extend through the said horizontal wall, the top centersill flanges and bolster top cover plate. The said horizontal wall 42 is provided with an elongated raised boss through which the rivets 43 extend, said'boss forming a bearing pad which may be readily machinedor ground to provide the required height of casting without the necessity of machining the entire area of top wall. 1

The respective walls 31 and 33are united lengthwise of the car adjacent the centersill webs by longitudinal vertical walls 45-45 which' are spaced transversely inwardly a slight distance from the centersill flanges and also from The stantially in alignment with the outermost por- 'tion of the cylindrical contduir 33 of the center plate section thereby providing beams of considerable depth above and adjacent the center plate relatively to the transverse diaphragm walls 31,

39 and longitudinal side walls 4545 by means of the transverse vertical wall 38 and longitudinal vertical walls 48-48; said walls 38 and 48 being disposed at right angles to each other across the center plate thereby presenting a crossshaped structure to reinforce the body of the center plate intermediate the walls of the cylindrical contour 33. Intermediate the draft abutment wall 36 and the diaphragms 31 there is formed a vertical wall 43 which is disposed substantially in alignment with wall 48 and extends from the upper wall 42 to the lower horizontal wall of member 30. The abutment wall 36 is braced rearwardly to the longitudinal walls 3535 by means of horizontal walls 50 and 5|; said walls 50 and 5| being disposed on opposite sides of the draft line 41. The wall 50 is dis posed on the lower side of the draft line and extends from a location slightly above the lower portion of the draft abutment wall 36 to the adjacent diaphragm wall 31, said wall 50 being provided with a pair of openings as indicated at 52 whereby ready access is permitted to the connecting rivets between the walls 35 and the centersill webs. The wall 5| is disposed above the draft line and slightly below the top of the wall 36 and extends an appreciable distance rearwardly of the said abutment wall and merges into the longitudinal vertical walls 35 and 49 and is united therewith by means of substantial radii as indicated at 53. v

Intermediate the diaphragms 31 and 39 and the longitudinal side walls 45-45 there is disposed a horizontal wall 54 which encircles the thimble portion 46 and is in efiect a continuation of wall 50 and serves to distribute bufling strains from the forward end to the more remote parts of the casting. The horizontal wall 54 further serves to strengthen the casting and increase the efiiciency of the foundation casting member as a centersill spacer. I

The flat body portion 30 is provided with integral side bearing portions 55.55 on each side of the centersills, and above said side bearings there are provided upwardly extending integral portions 56 each provided with walls 51-51 which overlie and are riveted to the upstanding webs 24 of the pair of bolster sections- 23 by rivets 58. The walls 51 are spaced slightly from the webs by means of triangular shaped bosses 59 which provide raised surfaces at the ends of the extensions, said raised surfaces being spaced above the main body portion 30 thereby facilitating machining of the castings to insure a proper fit between the bolster diaphragms 24 and the foundation body bolster member. The ends r of the body portions 30 outwardly of theside bearings are depressed as indicated at 60. Sandwiched between said depressed portions and the bottom flanges 26 of the bolster diaphragms is a plate member 6| which is riveted as indicated at 62, and also welded to the member Cas indicated at 63. Each plate 6| extends outwardly to the side sill of the car and is united therewith and with the bolster diaphragm bottom flanges 26 by a series of rivets 64. The member C is reinforced transversely of the car by depending flanges 65, the depth of which are graduated from a maximum adjacent the centersills of the car to a minimum adjacent its outer ends. The depending flanges 65 are disposed outwardly beyond the center plate section and in effect provide a channel shape section extending transversely of the car beneath the bolsters.

The body portions 38 are further braced transversely and longitudinally of the car by shallow horizontal ribs 66. outwardly of the depending flanges 65 the body portion. 36 is extended lengthwise of the car as indicated at 61 by the provision of horizontal walls 68 which connect with the vertical; walls 35 and which are riveted to the outstanding flanges of the centersills by means of rivets 89. The walls 68 are further braced to the depending flanges 65 by means of vertical gusset extensions as indicated'at 16.

The upstanding center portion adjacent the bottom of the centersill is formed with an inset in the form of a groove indicated at 1| extending lengthwise of the car, said groove being of a depth corresponding substantially to the extent of the set-backs. of walls 45. The grooves 1|, in cooperation with the set-backs of the walls 45, provide in effect raised portions 12 which represent the surfaces against which the centersill webs bear when said centersills are in assembled relation with the foundation bolster casting. The use of raised surfaces in the manner indicated reduces the extent of surfacing necessary on the casting to obtain flat bearing.

The underlying fiat portion 30 intermediate the lower centersill flange 2| and the lower marginal flange 26 of the bolster sections 23, is formed with a depressed portion 13, said depressed portion 13 having the effect of providing slightly ele-- vated surfaces at the outer portions of the underlying surfaces 36 as best indicated in Fig. 8, said raised surfaces being-indicated at 14. Due to the elevation of the surfaces as mentioned, it is possible to grind burrs and other obstructions on such raised surfaces without the necessity of guiding the entire face of the casting.

The flat portion 36 on each side of the centersills intermediate .the side bearings, bolsters and centersills, is provided with an opening 15 having a beading 16 around its marginal edges; said openings 15 serve the purpose of lightening the casting, preventing shrinkage cracks in the large flat areas presented by the section 36 and enabling access to the interior of the bolster to permit the.use.of rivets 11, said rivets 11 being for the purpose of uniting the flat portion 36 to the lower centersill flanges 2|.

The extension of the casting upwardly a sumcient distance to abut the upper portion of the centersills, and thereby obtain bearing contact at the upper portion of the centersills as well as at the lower flanges of the centersills, takes care of vertical loading on the center plate and enables the full strength of the rivets connecting the foundation bolster and centersills to be utilized to resist draft and bufiing strains.

The bracing of the butting casting, by employing an intersecting arrangement of walls leading from the rear abutment wall to the top, sides and bottom of the centersills, permits a uniform distribution of bufling strains to the centersills. In a construction of bolster such as illustrated in Fig. l, a large proportion of the weight of the load and car body intermediate the trucks is carried by the sides of the car and transferred to the centerplate through the body bolster, thereby calling for the placement of considerable load on the ends quent upward displacement of the usual centersill flller casting, thereby ultimately resulting in the downwardly bending of the ends of the bolsters. such weaknesses by utilizing a one-piece member between the centersills which completely fills the space between said centersills and makes direct contact with the upper and lower portion .of the centersill and further provides strong diaphragms between the center sills which are disposed in alignment with the bolster sections on each side of the centersills.

In the modification shown in Figs. 9 to 12, inclusive, my improvements are shown as applied to a centersill construction having inner and outer integral outstanding flanges at the lower margins of the centersills, said inner flanges, in combination with the webs and upper horizontal top cover, defining a substantially box-like structure. My invention is modified to facilitate the application or removal of such a casting from the car when the car parts are in assembled relation. In said figures of the drawings, the truck is indicated at I00 and the bodyof the car at IOI. The center-sill construction is indicated at I02 and includes a pair of vertical beam members I03I03, each of which includes vertical web sections which have outwardly extending top flanges I05, and inner and outer outstandin lower marginal flanges I06 and I01, respectively. The outer flanges I01 extend continuously past the body bolster, and the inner flanges I05 are cut away rearwardly of the body bolsters as in-. dicated at I 08. On each side of the centersill" are the bolster sections I09, each having a vertical web H0. 1

The foundation bolster member D has an underlying flat portion I II extending transversely across theplane ofthe centersill below the bolster sections I09I09. The member D is also provided with anupstanding portion II2 which extends to the upper portion of the centersill and bears against the underside ofthe bolster top cover plate H3 and is riveted thereto by means of rivets I I4. The construction of the forward part of the foundation bolster casting or that part of the casting having the abutment walls, in so far as the intersecting walls and? diaphragms are concerned, corresponds substantially to the disclosure of Figs. 1 to 8 inclusive. The rearward portion of the casting includes a flat horizontal extension II5 whichprojects beyond the flatwise portion I II and is secured to both the inner and outer flanges of the centersills as portion [I2 is provided with side walls I20-I20 which attach to the vertical webs I04 or the centersills, and each of said walls at the rear end My improved construction overcomes rivets I22. The portion I2I commences at an ,ap-

preciable distance above the lower flange oi the centersills, thereby permitting the casting D to be lowered vertically a distance corresponding to the dimension I 23 without interference with the lower inner flanges of the centersil1s. The bolster bottom member D is provided with side bearings I24, and above each side bearing there are provided bracket portions. I25 so arranged {as to space the bolster diaphragms and maintain said diaphragms in spaced relation. Each bracket I25 includes walls I26 arranged in overlying relation with the bolster diaphragms; said walls I2GI26 are extended lengthwise of the bolster diaphragms beyondthe side bearings and are provided with raised portions I21 constituting bearing pads. The bracket portions I25 are so limited in height that when the casting D is lowered a distance corresponding to the dimension I23 (Fig. 10), the said brackets I25 will clear the lower portions of the diaphragms and the casting can then be moved forward a sufiicient distance to enable the walls I2I to clear the end of the inner flanges of the centersills I06. Thus the casting may be removed from the car or applied without the necessity of dismantling the bolster and centersill construction.

The construction shown in Figs. 13 to 15, inclusive, indicates the modifications necessary in the casting and related construction when the centersills are of built-up construction instead of having the flanges integral with the web sections as described in Figs. 9 to 12, inclusive, and only the rear end of the casting is shown. In said Figs. 13 to 15, inclusive, the centersill structure as shown is formed 0; two vertically disposed web sections 200, outer top angle 20I, inner and outer bottom angles 202 and 203, respectively. The outer angle is formed to extend continuously past a the body bolster and terminates adjacent the bolstar. The inner and outer angles are each formed with an outstanding lower marginal flange 204 and 205, respectively. The foundation bolster casting which is indicated at E is formed with an upstanding portion 206 which includes vertical side walls 20'I20I, united transversely of the car by walls 208, one of which is shown. The wall 208 is provided at the top with a wall 209 which extends horizontally and bears against the centersill top cover plate, the latter being indicated at 2I0. The longitudinal walls 201 of the casting, at the rear end, terminate adjacent the end of the inner bottom angle of the centersill, and the spac intermediate the wall 205 and bottom angle is ridged by an underlying wall portion 2 which is braced above and below by gussetportions H2 and 2| 3, the former being braced relatively to the upstanding wall 208 01' the diaphragm section and the latter being braced relatively to a depending transversely extending wall 2. The said underlying portion 2 is riveted to the outstanding flanges 204 and 205 of the centersill by means of rivets 2I5.

In the modifications shown in Figs. 16 to 20, inclusive, my improvements are shown as applied to a type of car having a bolster of single web section such as is commonly employed in connection with cars having deep bolsters as in hopper cars having sloping end walls. In said drawings the truck parts are indicated at F and the body 'of the car at G.

The centersill construction includes two Z- shaped members 300-300 extending longitudi nally of the car, and above and to each side of the centersills is a vertical web .plate 30I which is formed with a cut-away portion 302 enabling the plate to straddle the centersills. The plate is extended outwardly towards each side wall of the car 303 and is suitably connected therewith by means of angles 304 or other suitable connecting means. The side walls of the car are reinforced at their lower margins by longitudinal extending angles 305; the lower margin of the web plate 30I of the bolster being reinforced by angles 306 which are disposed on opposite sides of the web plates and extend from the side of the car to the centersills, each said angle being arranged with one flange 301 vertically disposed and having the adjacent flange 308 extending substantially horizontally. The web plate is united to -the centersills by means of vertically disposed angle-shaped connections 309 and 3| 0, the former extending substantially to the full depth of the centersill web and the latter being extended above the centersill and to substantially the top of the bolster. The bolster sections on the opposite sides of the centersills are united at their lower ends by means of the foundation bolster casting H which includes a lower flat portion 3 and an upstanding portion 3l2, the latter extending between the centersills and hearing against the underside of the upper portion of the centersills. The lower flat portion 3 iiicludes on its underside the center plate section disposed yoke, but it will be understood that said construction at the end which cooperates with the draft attachments may be modified for the use of a different type of yoke or draft attachment without departing from the spirit of myinvention. I

The respective side walls 3I63I6 are united transversely of the car by a horizontal upper wall 3I9 and transverse vertical walls 320 and 32 I--32 I. The walls 32I extend for the full depth of the centersill from the outermost portion of the horizontal wall 320 to the lower flat portion 3 and cooperate with the said top and bottom flat walls and the vertical side walls 3I6--3I6 to form a six-sided box-shaped section which completely fills the space between the centersills. The walls 32I-32I are formed with openings 322 to permit access to rivets 323, and the respective vertical walls 3I6 and 32I are braced relatively to each other by integral ribs 324 and 325. The

transverse vertical wall 320 completely fills the space intermediate the vertical and upper walls and is disposed in substantial alignment with the vertical web plate 30I of the bolster. The center portion of the casting intermediate walls 32 I 32I is reinforced lengthwise of the car by means of .yond walls 32I by means of gusset portion 328 which brace the overhanging portions of the lower flat plate portion 3 of the foundation bolster casting.

The upper horizontal wall 3I3, through the medium of raised elongated bosses 320, bears against the top flange of the centersill. Extending transverselyof the centersill and above the same is an angle-shaped member 330 which has one flange 33I vertically disposed and secured to the bolster web. The adjacent flange 332 extends horizontally and rests on thett'op of the centerember is extended downsill. The said angle wardly on each side of the centersill towards the side bearings 3 and adjacent the latterJs united through the medium of braces 332 to the bolster bottom angles 308 and to the, tie portion of the foundation member H. The upstanding portion 3I2 of the foundation casting thus provides a direct support for theangleshaped member 330, and said portion 3I2 acts as the strut of a truss construction between the side bearings and center plate wherein the angle member 330 is one of the members and the fiat portion 3 of the foundation casting one of the In said construction the centersill is formed of a pair of Z-shaped members 400400 and on each-side of the centersills is a pair of bolster diaphragms 40|40I which extend from the centersills to the'car side walls 402. The bolster diaphragms are united at-their upper portion by a tie plate. 403 -which extends from side to side of the car. The bottom member or com pression part of the bolsterincludes a foundation bolster casting J and a bottom tie plate 404. The said plate is best illustrated in Fig. 24 and is formed with a cut-away portion as indicated at 405, said cut-away portion being for the purpose of straddling the upper part of 'the foundation bolster casting when the parts are arranged in assembled relation as will be hereinafter described.

The foundation bolster casting J is formed with an upstanding portion 406 and a lower flat portion 401, the latter extending transvers'ely of the carbeiieath the center sills 400, bolster tie plate 404 and bolster diaphragms 40I. In this embodiment of. my invention the main portion of the upstanding portion 406 of the foundation bolster casting is substantially simiembodiment' shown in Figs. 1 to 4, inclusive, and includes side walls 408 and a front draft abutment portion 409, transverse walls 4I0 4I0, the latter extending between the centersill webs and disposed substantially in alignment with the bo1-.

ster diaphragms. At the rear end .of the casting the side walls 408 are separated at the lower portion of the casting from the underlying flat portion 401 for the purpose of providing a recess as indicated at 4H; said recess being for the purpose of accommodating the plate 404 between the side walls 408 and lower flat portion of the casting 401. In this embodiment of my" invention, the bottom cover plate 404is extended continuously between the car sides 402 and unitedtherewith, and the flat portion 401 of the foundation bolster casting J terminates adjacent to the side bearings 4I2, said side bearings lar to that described in connection with the being spaced from and mounted independently the previously described constructions.

of the foundation bolster casting. The bolster diaphragms above the side bearings are braced by the usual side bearing braces 413 which serve the purpose of. spacing the bolster diaphragms and providing adequate reinforcement above the side bearings. In this embodiment of my invention, the foundation bolster casting proper and the tie plate 404 are-united together by means of rivets4l4 before application to the car and the assembled structure can then be applied on the car in assembled relation. 'In. order to further unite the parts and cause the plates 404 v and foundation bolster casting to function as a .unitary structure theparts are welded together as indicated at 5 and 6.

As be noted by reference to Fig. 22, the plate 404 provides a rearward flat extension for the underlying flat portion 401 of thefoundation bolster casting corresponding to the integral construction described in connection with certain of Said plate 404 may be extended rearwardly of the foundation bolster casting a greater distance than shown on drawings, but in any event a plate as indicated provides a box-shaped center-. sill structure within which a portion of the foundation bolster is extended.

I claim: a

1. In an underframe for railway cars, having a centersill including spaced vertical walls'each provided adjacent the lower margin with an outstanding marginal flange and adjacent the upper margin with inwardly directed flanges; a foundation bolster casting positioned between they said vertical walls of the center sill and having integralportions bearing on both the upper and lower flanges of the centersill and united therewith and with the vertical walls of the centersill, said casting including in an integral unit a center plate section and a draft abutment.

2. In an underframe for railway cars including a centersill formed of two Z-shaped sections disposed with their upper flanges inwardlydirected and having the lower flanges extending outwardly, and bolster sections on each side of the centersills; afoundation bolster casting having an. integral underlying portion bearing on the lower flanges of the centersill and extending transversely of the car beneath the bolster sections and attached thereto, said casting having an integral portion extended upwardlybetween thecentersills and provided with a bearing against the upper flanges of the centersills.

3. In an underframe for railways cars, said underframe including a centersill having a pair of'vertica'l web plates spaced apart and an upper horizontal wall connecting said vertical web plates, bolster sections extending transversely of the car on each side of the centersill, said bolster sections each including a vertical web and arranged in pairson each side of the centersill, said respective sections of a pair being spaced from.

each other lengthwise of thecar; a-foundation bolster casting having an underlying plate pot-- tion adapted to extend beneath the centersills and the bolster sections, said casting having integral diaphragm portions extending upwardly between the centersills and disposed substantially in alignment with the bolster sections, each said' diaphragm including an .upper horizontal wall adapted to underlie and be united with the-upperhorizontal wall of the centersills.

v 4. In an underframe for railway cars, said underframe including a centersill havinga pair of vertical web plates spaced apart and an uppem 'casting having an underlying plate like portion adapted to extend beneath the centersills and bolster sections, said casting having an upwardly extending integral portion positioned between the centersills, said upward extension having transversely extending webs disposed substantially in alignment with the respective bolster sections and extending between the respective centersill webs, each said transverse wall of the casting having an upper horizontal wall adapted to underlie and cover plate extending transversely of the car heneath the centersills, said cover plate including an integral center plate portion, and said casting having upwardly extending diaphragm portions disposed between the centersills, and spaced from each other and lying substantially in alignment with the bolster sections, said upwardly extendvthecentersills and extended outwardly beneath the bolster structure on each side of the centersill and united therewith, said flat body portion having a center plate portion formed integral therewith, said center plate having a circular wall contour of appreciable depth, said upstanding body portion of the foundation bolstercasting ineluding longitudinally extending vertical walls disposed adjacent the centersill webs and a series of transversely extending walls connecting said longitudinalwalls. one of'said transverse walls being disposed centrally of the center-plate and the others being respectively disposed substantially in alignmentwiththe outermost contour of the center plate; and a longitudinally extending vertical wall centrally disposed between the centersills adapted to intersect-- said series of transverse wallsgand be integrally united'with the flat portion of the bottom member. g

7. In a railway car underframe construction, the combination with longitudinal centersills defined by vertical webs spaced apart and an upper horizontal. wall section forming with the said webs an inverted U-shaped construction; of a combined center plate, centersill filler and draft rigging backstop positioned within the said cene tersills and having wallssecured to the said webs of the centersill; said member including an integral center plate portion co nstituting the bottom wall of the casting, and having a dished portion presenting vertical walls extending in a circular contour; integral reinforcing walls above'the centerplate portion extending transversely and longitudinally of the car, said transverse and longitudinal reinforcing walls cooperating to form a four-sided box-shaped section, and being disposed above the outermost portion of the vertical walls of the center plate portion, and other bracing webs extending vertically across the center plate portion transversely and longitudinally of the car to provide an integral cross-shaped reinforcement above the intermediate portions of the center plate portion.

8. In an underframe for railway cars, the combination with longitudinal centersills defined by vertical webs spaced apart and an upper horizontal wall section forming with the said webs an inverted U-shaped construction; of acombined center plate, centersill filler and draft stop casting positioned within the said centersills, said casting having longitudinal walls overlying and secured to the webs of the centersill, said casting incuding an integral center plate portion forming a portion of the bottom wall of the casting, said center plate having a dished portion presenting vertical walls extending in a circular contour, integral vertical walls'extending transversely of the car above the centerplate, said transverse walls being disposed substantially in alignment with the outermost portion of the vertical walls in the center plate circular contour, and extended upwardly to the upper portion of the centersill and there formed with a horizontally extending wall bearing against the upper horizontal wall of the centersill, whereby center plate bearing strains are transmitted directly from the center plate to the upper wall of the centersill.

9. As an article of manufacture, a foundation bolster casting having an upper portion adapted to be positioned between the, walls'of a centersill, said casting having on each side of the centersill an integral bottom plate portion extending beneath the centersills and beyond the same for attachment with bolster members, said upper portion having a transverse vertical wall located an appreciable distance from the plate-like portion and constituting a draft stop; and reinforcing means extending from the draft stop to the bottom plate section, said means including a vertical wall formed integrally with the said bottom cover plate and draft stop, wall, said wall being located centrally between the centersill walls and extending for substantially the entire depth of the centersills.

10. As an article of manufacture, a foundation bolster casting adapted to be positioned between the walls of a centersill, said casting having an integral flat wall portion constituting a bottom tie plate extending beneath the centersills and beyond the same for attachment with bolster sections on each side of the centersill; a transversely extending vertical wall spaced appreciably lengthwise of the car beyond the tie plate and disposed above said tie plate portion and constituting a draft buffing wall; reinforcing means extending from the bufling wall to the bottom tie plate section; said means including a longitudinally extending centrally disposed vertical wall formed integrally with the said bottom tie plate and bufling wall; and other bracing means adapted to brace the said vertical wall and draft stop wall including a horizontal wall disposed to intersect the said vertical wall in the plane of the buffing Wall. I

11. In an underframe for railway cars, having a centersill including spaced vertical walls and an upper horizontal wall connecting said vertical walls; a foundation bolster casting positioned between the said vertical walls of the centersills, said casting having longitudinal vertical walls overlying the centersill webs and secured thereto, transverse vertical walls uniting the said longitudinal walls, an upper wall bearing against the upper wall of the centersill and a flat portion extending fiatwise beneath the centersills and having an integralcenter plate formed therewith,

one of the said transverse walls being disposed forwardly of the center plate and constituting an abutment for draft rigging, a plurality of horizontal walls extending rearwardly of the said vertical bufling wall and united to the longitudi-' nal vertical walls, said horizontal walls being rer 'spectively disposedadjacent the upper and lower margins of the bufling walls and a centrally disposed vertical wall disposed inwardly of the buffing wall and extending from top to bottom of the casting and merging into the respective upper and lower horizontal walls of the casting.

ARGYLE CAMPBELL. 

